I went through a course in ballooning during leave from West Africa in 1904 and remember that partly owing to the energy of Colonel Capper, partly to the impetus given by the South African War, and partly to the growing interest in all things aeronautical throughout the civilized world, it was noticeable that the activities of the Balloon Factory were increasing in many directions. Although the spherical balloon had been improved, its disabilities were recognized and experiments were made with elongated balloons, man-flying kites, air photography, signalling devices, observation of artillery fire, mechanical apparatus for hauling down balloons, and petrol motors. A grant for a dirigible balloon was obtained in 1903, though it was not until 1907, the year in which Cody began the construction of his aeroplane at Farnborough, and Charles Rolls his experiments, that the airship "Nulli Secundus" made her first flight. She was about 120 feet long and 30 feet in diameter, and was driven by a 40 horse-power engine at a speed of 30 miles an hour. On October 5th this airship flew to London in an hour and a half, circled round St. Paul's, man[oe]uvred over Buckingham Palace, and descended at the Crystal Palace. In the same year, be it remembered, a Zeppelin had made a trip of 200 miles from Friedrichshaven to Frankfort. The "Nulli Secundus" was followed in 1910 by the "Beta" and the "Gamma." Meanwhile an Advisory Committee for Aeronautics had been appointed, and the National Physical Laboratory had organized a department at Teddington for the investigation of aeronautical problems in co-operation with the Balloon Factory. _The Air Battalion._ In 1911 the authorities could no longer close their eyes, especially at a time when rumours of war were rife, to the rapid development of heavier-than-air craft on the Continent. So far, as we have seen, the aeroplane had been regarded in England as little more than the plaything of a few adventurous but foolhardy spirits. A certain amount of experience in piloting and handling aeroplanes had been gained by a handful of Army officers, but the machines used either belonged to the officers themselves, to civilians, or to aviation firms. I was at that time a general staff officer in the Directorate of Military Operations under General Wilson, now Field Marshal and late Chief of the Imperial General Staff, and was the only officer in the War Office who had learned to fly. It appeared very important that a study of the military possibilities of aviation should be made. The prime role of cavalry, reconnaissance, seemed to have passed from it. In addition to my normal duties, I visited France, Germany and Italy, collected information on foreign activities, wrote reports, and tried to create a knowledge of the possible effect of future military aeronautics and to urge the formation of a flying corps.